Electric-railway switch and signal mechanism



(No Model.) I 3 Sheets-Sheet 1.

J. RAMSEY, Jr. & P. 0. WEIR. ELECTRIC RAILWAY SWITCH AND SIGNAL MECHANISM.

No. 440,502. Patented Nov. 11, 1890.

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J. RAMSEY, Jr. & P. G. WEIR. ELECTRIC RAILWAY SWITCH AND SIGNAL MECHANISM.

No. 440,502. Patented Nov. 11, 1890.

FIGB C (No Model.) 3 Sheets-Sheet 3. J. RAMSEY. Jr. 85 F. O. WEIR. IO RAILWAY SWITCH AND SIGNAL M 'ELEOTR EGHANISM No. 440,502. Patented Nov. 11, 1890.

UNITED STATES PATENT OFFICE.

JOSEPH RAMSEY, JR, AND FREDRIC C. WEIR, OF CINCINNATI, OHIO.

ELECTRIC-RAILWAY SWITCH AND SIGNAL MECHANISM.

SPECIFICATION forming part of Letters Patent No. 440,502, dated November 11, 1890.

Application filed March 21, 1889.

To all whom it may concern:

Be it known that we, JOSEPH RAMSEY, Jr, and FREDRIC C. YVEIR, citizens of the United States, and residents of Cincinnati, in the county of Hamilton and State of Ohio, have invented certain new and useful Improvements in Electric-Railway Switch and Signal Mechanism, of which the following is a specification.

The objects of our invention are, first, to employ an electric motor driven by an electric generator to move a railway-switch; second, to so construct the mechanism transmitting motion from the motor to the switch that the motor-oircuit will be automatically broken as soon as the switch has been either opened or closed; third, to locate the motor in the field or near the switch and the dynamo or generator in a station with the automatic circuit-breaker atthe motor and a magnet circ n it closer or breaker in the station; fourth, to arrange the automatic circuit-breaker so that the motor will be automatically reconnected with the circuit and the circuit made or completed at the station at the will of the operator, and, fifth, to arrange driving apparatus from the motor to the switch, so that it will move the switch alternately in opposite directions, but being automatically stopped at the end of each movement by breaking the circuit and requiring an attendant to start the mechanism again by reconnecting the broken. circuit before the switch-rail can be opened after being closed, and vice versa.

The preferred form of constructing the apparatus is shown in the accompanying drawings, making a part of this specification, in which- Figure 1 is a side elevation of a motordriving apparatus, circuit-breaker, and switchrod. Fig. 2 is a top plan view of the same. Fig. 3 is a side elevation of switch-moving mechanism in position for breaking the circuits. Fig. at is an elevation of one of the driving-disks, showing cam-groove in full lines. Fig. 5 is a similar view of the opposite disk with a reverse cam shown in dotted lines. Fig. 6 is a section of the disks on line m a: of Fig. 1. Fig. 7 is a section on line y y, Fig. 1. Fig. 8 is a section on line 2 z of Fig.

3. Fig. 9 is a broken section of incline on Serial No. 304,151. (No model.)

line c, Fig. 3. Fig. 10 is a diagram of the parts connected in circuit.

In the accompanying drawings we have represented the motor and its circuit and connections adapted to be driven by a continuous current; but the alternating-current generator and motors can be used instead of a continuous-current dynamo.

1 represents a dynamo; 2, the switch-motor box; 3, a cam-plate reciprocated by the motor for moving the switch-rails.

at represents a switch-lever for making the circuit L connection of switch-motor with the dynamo and also the signal-circuit connection with the dynamo.

5 represents switch contact-point. 6 is an armature in. said circuit L making contact with the terminal 8. It is held in position by the magnet 7 when magnetized and drops when the magnet ceases to attract. The magnet 7 is in another circuit comprising an indicator-magnet 16, which when magnetized draws its armature into the posit-ion shown in full lines in Fig. 10. This magnet 16 and armature 17, which are located in the signalstation, thus serve to indicate the position of the signals. These features, however, are made the subject of another application, of even date herewith, Serial No. 304,152, and not claimed herein.

9 represents a circuit switch-lever carrying an armature 12. This lever 9, when moved into the position shown in dotted lines, Fig. 10, closes circuit L by contact 10. This lever is held in contact by the magnet 11 until the circuit is broken. In the motor-box 2 is placed a motor M (see Fig. 1) and mechanism for reciprocating cam-plate 3.

13 represents the motor-shaft. W is a worm 011 the end of said shaft meshing with a worm gear-wheel G. Said wheel G is keyed upon shaft R.

14 represents the bearings of said shaft supported by brackets 15.

C represents a disk pivoted upon shatt R. It is provided with a cam-groove E. This is shallow or zero at point cl, increasing gradually to its full depth at point 0, as shown by the incline 0 (Z, Fig. 9. Disk D has a similar cam F, but of a reverse curve, the groove be ginning at zero at point f and increasing to its full depth at 6. These grooves E and F are facing each other. The incline 0 cl is concentric to its axis and opposite the concentric portion g h of groove F. Likewise the incline portion 6 f of groove F is concentric to its axis and opposite to and coincident with the portion a b of groove E. The grooves are for the purpose of reciprocating the connecting -rod N for reciprocating the rail switch-bar. Motion is communicated to rod N by stud-pin P, which loosely journals in rod N and travels in said grooves E F alternately. It is preferred to construct them so that the pin P travels, say, in groove E and does its work in a portion of one revolution of shaft R, and then is pressed by the incline c 61 into the groove F during a remaining part of the revolution while not performing work and relieved from strains, fully entering groove F before the revolution is completed and before becoming subject to working strains. r

In Fig. 6 the pin P is represented just as it leaves groove E to enter groove '13. In like manner the pinP during the next revolution has traveled down groove F and passed from groove F to groove E, being forced by the incline e and f. The pin P does no work while it is in the concentric portions of the grooves, but does it while being driven away from or toward the axis of the disks by the eccentricity of the grooves E and F. It is not essential to have the idle and working portions of the grooves any relative part of the revolution; but as the disks are intended to stop at the end of each revolution of the shaft R the pin should travel as an idler long enough to allow the motor toattain speed to do its work.

The reverse motion of the connecting-rod N is essential, because the switch-rails must be moved altern ately to open or close the branch track. This might be obtained by'a common crank and pit-man by reversing the motor alternately, and thus reversing the motion of the driving-crank; but the plan shown is the one preferred, although the reversible movement of motor with crank and pitman is the equivalent.

N represents a crank keyed on a center 2'. N is a connecting-rod hinged at one end to crank N and at the other to rod 0, attached to the cam-notched plate 3.

H, Fig. 10, represents a switch-rod for connecting to the switch-railsS S at one end and the other end being provided with a stud traveling in the slot T of the cam-plate 3,

the incline of the slot pushing or pulling the bar H to open or close the switch as said plate is reciprocated by the motor apparatus.

It is desirable to stop the motor as soon as one revolution of shaft B, Fig. 3, has been completed, when the parts are so constructed as to make one throw of the switch-rails by said revolution. This is accomplished by breaking the circuit. This is first accomplished by means of the circuit-breaker or lever B, operated by disk D.

B represents a contact-point and one of the circuit-terminals. B represents the other circuit-terminal and is on circuit-breaker B.

B represents a retractile spring, which tends to hold the lever B out. of contact with terminal B. The lever B is pivoted to a bracket I, and its front end rests on the periphery of disk D, holding B and B in contact.

In order to break the current at a given point-or period of the revolution of shaft R, we make a detent-notch D0 deep enough to break the contact at terminal B 13 when the forward end of the lever B drops into said notch, in which position it is shown in Fig. 3, and the circuit is momentarily broken. As soon as the current is broken, magnet 11, Fig. 10, which is in the same circuit, is demagnetized and the armature-switch 9 drops, breaking the circuit at this point also. The motor is thus cut out of circuit, but the momentum of disk and motor continues to revolve it enough to carry the detent-lever '13 out of notch Do. Contact is re-estab'li'shed between the terminals B and B in box 2; but said motor will not be started or driven until the current is startedby throwing the switches 4 and 9, which areunder the control of the operator at the dynamo-station. V g

In the diagram, Fig. 10, we have represented the switch-motor box and circuit with the dynamo and the switches. and magnets at the station. YVe have also shown this dynamo in connection with the signal-circuit in which it would be ordinarily used, as a complement of which the switch-circuit will be generally used; but said signal-circuit apparatus is madea separate matter of an application filed of even date herewith and numbered in serial 304,152, and forms no part of the invention claimed herein. ,7 V

The signal-circuit apparatus comprises the signal-motor box 18 with its movable signalblade 19 and the signal-motor 'box 20with its blade 21 of similar construction. We have shown two of these boxes and blades, because it is customary to useadi'stant and home'signa1,and these are connected in parallel circuit. 22 is a switch-contact for the switchglever 4.

The signals are weighted so as to be normally ina horizontal position indicating n nger. In order to move the signal to safety, the switch-rail must first be closed, andwhile the switch-rails can be moved at pleasure the signals cannot be set to safety except when the tracks governed by those signals areclear for the passage of trains. This is'because the signahcircuit is controlled by acircuit-switch K, that is operated through a rod Q by movement of the switch-rails, as described in Letters Patent No. 429,478, granted to us June 3, 1890. v L represents the switch-rail-motor circuit. When the switch 4 is open, as shown in said Fig. 10, the circuit is broken, and the 'magnet 11 being demagnatized the armature switchlever 9 will by gravity drop into position shown by full lines. When it is desired to drive the switch-motor by the current from the dynamo, the switch 4: is moved and connected with the contact 5 and the armaturelever 9 is raised. If the armature 6 is also placed in position shown in full lines in said drawings, (this armature or magnet performs another function in the operation of the motor which belongs to the signal-circuit and apparatus explained in application, Serial No. 304,152,) the circuit is as follows: From generator 1 through lever to contact 5, by lineL through armature 6, line L to armature 9, through armature to contact 10, by line L to switch-motor box 2, thence through the box by lineL and through switch or circuit breakerB to the terminal contacts B 13*, as before explained, thence through motor M, and thence by wire L from said box to the opposite pole of the dynamo, the circuit being automatically broken, first, by the circuit-breaker B and the detent notch D0 in the disk D, and then by demagnetizing-magnet 11, as before explained, which brings the driving-motor to rest and in position for the second operation, or to throw the switch in the reverse direction, as before explained, upon the closing of switch-rails, as the case may be.

Having described our invention, what we claim, is

1. The combination, with a railway-switch and the switch-bar, of an electric motor, an electric generator for actuating the motor, driving mechanism connecting said motor with the switch-bar, an-electric circuit, and an automatic circuit-breaker operated by said driving mechanism to break and reconnect the circuit, substantially as described.

2. The combination, with a railway-switch and switch-bar,of an electric motor near the switch, driving mechanism connecting the said motor and switch and adapted to move the switch alternately in opposite directions, an electric generator for actuating the switchmotor, said generator located in a controllingstation, an automatic circuit-breakerat the motor to stop the motor at the end of each movement of the switch, and a magnet circuit closer or breaker in the station, substantially as described.

3. The combination, with a railway-switch and the switch-bar, of an electric motor, an electric generator for actuating the motor, driving mechanism connecting the motor and switch-bar, an electric circuit, a magnet circuit breaker, and an automatic circuitbreaker operated by the switch-driving mechanism to break the circuit and cut out the motor by demaguetizing the magnet circuitbreaker, substantially as described.

4. The combination, with a railway-switch and the switch-bar, of an electric switch-motor and an electric generator connected in circuit, driving mechanism connecting the motor and switch bar, an automatic circuitbreaker operatedby said switch-drivin g mechanism, thereby cutting the motor out of circuit, and the magnet circuit-breaker located in a distant part of the circuit, whereby the electric circuit is permanently broken by the latter while the automatic circuit-breaker is reconnected automatically by the operation of the motor, substantially as described.

5. The combination, with a railway-switch and the switch-bar, of an electric motor, driving mechanism connecting said motor and switch-bar and adapted to move the switch alternately in opposite directions, an automatic circuit-breaker operated by said driving mechanism to alternately break and reconnect the circuit at each movement of the switch, an electric generator for actuating the motor, and a manually-operated magnet circuit closer or breaker, substantially as described.

6. In combination with the electric motor, the driving-disks C D, with the cam-grooves E F, formed with inclines 0 cl and e f, and the stud-pin P, alternately journaling in said groove to drive the connecting rod in opposite directions alternately with each revolution of said disks, substantially as described;

In testimony whereof we have hereunto set our hands.

JOSEPH RAMSEY, JR. FREDRIC O. WEIR.

Witnesses:

T. SIMMONS, F. P. HORTON. 

